An close look at the LG Motorsports/Emco sequential gear box
02-05-2013, 07:26 PM
#1
Former Vendor
Thread Starter
Member Since: Aug 2005
Location: Lewisville TX
Posts: 16,898
Received 406 Likes
on
300 Posts
St. Jude Donor '03-'04-'05-'06-'07-'08-'09-'10-'11-'12-'13
An close look at the LG Motorsports/Emco sequential gear box
Hi guys,
I wanted to take some time for those looking at sequential transmissions and show you what goes inside of a purpose built unit, not just a conversion piece.
This is the same unit we have been running for seasons in GrandAm and very similar to the larger unit featured in our ALMS GT2 Corvette, and the very SAME unit you can buy for your own project.
With over 45 different gear ratios you can custom tailor this box to each track and your car for the ultimate in close ratio gear boxes
These are all built to order and come in almost 20 lbs lighter than the OEM gear box and feature pressurized, filtered oil to all bearings and gears. Straight cut gears with of course replaceable dog rings for engagement.
Assembled main case
Tail shaft removed showing reverse gear
Comparison of the reverse gear to the main gears
Notice how much wider the forward gears are
Shift forks, notice they are gun drilled and feature pressurized oiling passages
Look inside the main case. Notice the large roller bearings and also pressurized spray bar for oiling to the gears
Main gear cluster
Huge main roller bearings for main shaft and counter shaft
Main shafts and shift rail
Gun drilled main shafts, again with pressurized oiling passages
Main shaft support bearings in place
Built in oil pump
Fine micro filter assembly
Oil pick up tube
As you can see it is more than just a face plated, or dog ring gear box T56 that goes into each one of these gear boxes.
While they may not be for everyone, I hope this shows you a bit more info on what goes inside of one of these awesome units! Feel free to hit me with any questions you have!
I wanted to take some time for those looking at sequential transmissions and show you what goes inside of a purpose built unit, not just a conversion piece.
This is the same unit we have been running for seasons in GrandAm and very similar to the larger unit featured in our ALMS GT2 Corvette, and the very SAME unit you can buy for your own project.
With over 45 different gear ratios you can custom tailor this box to each track and your car for the ultimate in close ratio gear boxes
These are all built to order and come in almost 20 lbs lighter than the OEM gear box and feature pressurized, filtered oil to all bearings and gears. Straight cut gears with of course replaceable dog rings for engagement.
Assembled main case
Tail shaft removed showing reverse gear
Comparison of the reverse gear to the main gears
Notice how much wider the forward gears are
Shift forks, notice they are gun drilled and feature pressurized oiling passages
Look inside the main case. Notice the large roller bearings and also pressurized spray bar for oiling to the gears
Main gear cluster
Huge main roller bearings for main shaft and counter shaft
Main shafts and shift rail
Gun drilled main shafts, again with pressurized oiling passages
Main shaft support bearings in place
Built in oil pump
Fine micro filter assembly
Oil pick up tube
As you can see it is more than just a face plated, or dog ring gear box T56 that goes into each one of these gear boxes.
While they may not be for everyone, I hope this shows you a bit more info on what goes inside of one of these awesome units! Feel free to hit me with any questions you have!
Last edited by Anthony @ LGMotorsports; 12-16-2016 at 02:38 PM.
02-06-2013, 10:24 AM
#4
Race Director
Sequence of gears? Is neutral at one end and 6th at the other with a separate position/lever for reverse? Or is the shifter designed like a motorcycle with neutral between first and second?
02-06-2013, 11:01 AM
#5
Former Vendor
Thread Starter
Member Since: Aug 2005
Location: Lewisville TX
Posts: 16,898
Received 406 Likes
on
300 Posts
St. Jude Donor '03-'04-'05-'06-'07-'08-'09-'10-'11-'12-'13
There is a lockout for reverse so even if you pound through the gears on downshifts it will just hit N, and not go into R.
02-06-2013, 06:32 PM
#6
Race Director
Good choice. I had a couple of bikes with the neutral at the bottom and they always made more sense than having to shift thru neutral to go from first to second.
02-06-2013, 07:16 PM
#7
Great tranny, but a strictly racing unit, just for the insane gear whine alone
. But with a helmet and earplugs should be bearable. It didn't say how much they run, but must be a pretty penny. Are downshifts also clutchless? Just curious. If yes, then clutch is strictly for starting, basically like F1 cars (although totally different trannies and clutches ).
Last edited by JCtx; 02-06-2013 at 07:19 PM.
02-06-2013, 08:03 PM
#8
Race Director
N between first and second was just carryover, the way it always had been. Rumor has it that when Kawasaki introduced the H1 500cc that Harley complained about the shift pattern (among other things), claimed the shift pattern was ingrained to all riders and there shouldn't be any exceptions. They got their way.
02-06-2013, 08:16 PM
#9
Former Vendor
Thread Starter
Member Since: Aug 2005
Location: Lewisville TX
Posts: 16,898
Received 406 Likes
on
300 Posts
St. Jude Donor '03-'04-'05-'06-'07-'08-'09-'10-'11-'12-'13
What was the logic of having N between 1 and 2? Should be a reason, but I just don't see it either.
Great tranny, but a strictly racing unit, just for the insane gear whine alone. But with a helmet and earplugs should be bearable. It didn't say how much they run, but must be a pretty penny. Are downshifts also clutchless? Just curious. If yes, then clutch is strictly for starting, basically like F1 cars (although totally different trannies and clutches ).
Great tranny, but a strictly racing unit, just for the insane gear whine alone
. But with a helmet and earplugs should be bearable. It didn't say how much they run, but must be a pretty penny. Are downshifts also clutchless? Just curious. If yes, then clutch is strictly for starting, basically like F1 cars (although totally different trannies and clutches ).With the proper electronics added to the PCM you can completely forgo the clutch on shifts. Even with out it..you can lift and blip to shift but the clutch is still needed for stop-start.
02-12-2013, 10:07 AM
#12
Former Vendor
Thread Starter
Member Since: Aug 2005
Location: Lewisville TX
Posts: 16,898
Received 406 Likes
on
300 Posts
St. Jude Donor '03-'04-'05-'06-'07-'08-'09-'10-'11-'12-'13
Cool video from a customer's ZR1 that just installed the Emco in their car.
Flat shift was not hooked up for this video, so you can see even without the added electronics just how quickly you can shift this vs a standard 6 spd.
Flat shift was not hooked up for this video, so you can see even without the added electronics just how quickly you can shift this vs a standard 6 spd.
video! The ZR1 sounds like an airplane. 
02-19-2013, 03:13 PM
#16
Intermediate
Member Since: Jul 2007
Location: Buckingham PA
Posts: 32
Likes: 0
Received 0 Likes
on
0 Posts
What the chances of having the gears helical cut? I know they aren't as strong as straight cut gears, but it would quiet the gears down and still have the fast, linear shifting benefits.
